DOCSLIB.ORG

Decarbonising the Indian Transport Sector Pathways and Policies December 2020

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Decarbonising the Indian Transport Sector Pathways and Policies December 2020 Climate Action Tracker Climate Action Tracker Decarbonising the Indian transport sector pathways and policies December 2020 Climate Action Tracker June 2019 Update 1 Contents Executive Summary ................................................................................................................................... 3 1 Introduction ...................................................................................................................................... 8 2 A Paris Agreement-compatible future for India’s transport sector ......................................................10 2.1 The concept of highest plausible ambition (Paris Agreement-compatible) emissions pathways ...... 10 2.2 Approach .............................................................................................................................................. 11 2.2.1 Identifying priority mitigation areas .................................................................................................. 12 2.2.2 Modelling framework - CTI scenarios for India ................................................................................. 14 2.2.3 Policy analysis: Learning from global good practice policies ............................................................ 22 3 Sustainable and modern urban planning to counter-act urban sprawl ................................................24 3.1 Paris Agreement-compatible transport demand reductions .............................................................. 24 3.2 Good practice policies implemented in other countries to move toward Paris Agreement compatibility 26 3.3 Policy recommendations for sustainable and modern urban planning .............................................. 29 4 High-quality and safe non-motorised and public transport infrastructure and services ........................30 4.1 Paris Agreement-compatible non-motorised and public transport shares......................................... 30 4.2 Good practice policies implemented in other countries to move toward Paris Agreement compatibility 34 4.3 Policy recommendations to maintain high modal split of public and non-motorised transport........ 41 5 High quality railway infrastructure and services .................................................................................42 5.1 Paris Agreement-compatible railway shares ....................................................................................... 43 5.2 Good practice policies implemented in other countries to move toward Paris Agreement-compatibility 45 5.3 Policy recommendations for a modal shift to railway transport ......................................................... 48 6 Electrifying all road transport vehicle fleets .......................................................................................49 6.1 Paris Agreement-compatible road transport vehicle fleets ................................................................ 52 6.2 Good practice policies implemented in other countries to move toward Paris Agreement compatibility 55 6.3 Policy recommendations to electrify the road transport sector ......................................................... 62 7 Support is key for India to scale up interventions ...............................................................................63 8 Summary and recommendations ......................................................................................................66 Authors ....................................................................................................................................................70 9 References .......................................................................................................................................71 CLIMATE ACTION TRACKER Decarbonising the Indian Transport sector 2 Executive Summary To hold global average temperature increase to 1.5°C, global CO2 emissions need to reach net-zero by 2050, with rapid decarbonisation in all sectors. Global transport emissions have continued to steadily increase, with transport emissions accounting for 24 percent of direct CO2 emissions from fuel combustion. In this study we look specifically at how India can decarbonise its transport sector, its fastest-growing source of carbon emissions, mainly from oil combustion. Its transport sector is responsible for 13.5 per cent of the country’s energy-related CO2 emissions, with road transport accounting for 90 percent of the sector’s final energy consumption. India is the world’s third largest global emitter of greenhouse gas emissions, and its domestic action will significantly impact global emissions, especially around transport, as its small vehicle fleet relative to its large population is expected to grow rapidly. India has emerged as a leader in renewable energy and can also become a leader in decarbonising transport, which needs to go hand in hand with decarbonised electricity generation. Since 2010, the growing demand for internal combustion engine (ICE) vehicles has more than doubled the sector’s energy consumption and related emissions. Further growth in transport emissions will also exacerbate air pollution and mortality, placing an increasing strain on an already overburdened public health system, as well as increasing traffic congestion. High current and projected levels of population and GDP growth means that reversing the current trend in growing emissions will require a transformational approach. This analysis explores Paris Agreement-aligned emissions reduction scenarios to zero emissions by 2050 for the Indian transport sector, in line with the magnitude and speed needed to be consistent with the Paris Agreement objective and that would bring benefits such as avoiding the air pollution that is causing high levels of mortality. The scenarios explored aim for the highest plausible ambition level that can be achieved in India’s transport sector – leaving aside the question of who pays for these ambitious endeavours. We define highest plausible ambition levels for all model levers based on what literature suggests can be achieved and at what speed. To the extent possible, interactions between these levers are taken into account within the model. This study acknowledges that there is no single best solution to decarbonising the transport sector. Instead we explore two stylised pathways representing two paradigm shifts that could lead to a decarbonisation of the sector, neither of them exclusive: The “Rail focused scenario” explores a paradigm shift towards safe and reliant public transport, and shifting freight towards rail. This builds on the significant role that public transport already plays today, and addresses the congestion problems resulting from India’s high population density that are also reflected in the large supressed demand in the Rail focused sector. The “Road focused scenario” explores a future reliant on road transport that is driven by a growth in personal vehicles and trucks. This builds on the ongoing trend towards increased personal transport modes and road freight routes that can be currently observed in India. Road focused CLIMATE ACTION TRACKER Decarbonising the Indian Transport sector 3 Figure 1. Annual emissions from the transport sector until 2050 – Rail focused scenario (MtCO2e). Figure 2. Annual emissions from the transport sector until 2050 – Road focused scenario (MtCO2e). The graphs above represent the emission reduction wedges compared to a Current Policies scenario, based on the avoid- shift-improve framework for the two scenarios used in this report. Each wedge represents the potential emissions reduction in each priority action area as defined in the report. The wedges build on each other: emissions are avoided through innovative urban planning, reduced by shifting transport demand to more efficient transport modes such as public transport, with the resulting vehicle fleet being electrified as far as technology allows, and lastly, modes that cannot be/are difficult to electrify (such as aviation or shipping) are shifted to run on bio and synthetic fuels. The order does not represent a prioritisation of action, but simply follows the model logic as described here. CLIMATE ACTION TRACKER Decarbonising the Indian Transport sector 4 The highest plausible ambition levels can only be reached with ambitious policy packages, and domestic or international financing. This report does not explore the issue of whether - or how much - international financial support would be required to support India’s transition to these highest plausible ambition scenarios in its transport sector. Rather, we identify existing transport policies from a range of countries that achieve - or at least initiate - the necessary sectoral transformation in the various segments of the transport sector. Example policies were primarily chosen based on the principle of highest plausible ambition. Since a large number of the policies identified according to this principle can be encountered in developed countries, likely due to the fact that these have more resources to implement such policies, we have tried, where possible, to also add examples from the developing world. India can learn from these examples, if it carefully considers how they relate to national circumstances. While a policy implemented in another country cannot be used as a blueprint for policymakers in India, important lessons can still be learned. This study draws potential lessons from these examples, proposes a set of potential mid- term policy goals and immediate
Load more

Recommended publications
  • Transport Infrastructure in India: a Comparative Picture………………………………12 3.1 Roads……………………………………………………………………….… 12 3.2 Railways………………………………………………………………………
    Acknowledgments At the outset, I sincerely thank IDE-JETRO for giving me an opportunity to visit Japan and be a visiting researcher at IDE. The IDE visiting researcher programme gives not only the much needed exposure and opportunity to work in Japan to young researchers but also helps them carry out their research in a congenial and friendly environment. Undoubtedly, the IDE visiting researcher programme is one of the best in the world. I hope to be associated with IDE in the future too. I sincere thank everybody at IDE for their kind support, cooperation and understanding during the course of my research. I am grateful to my counterparts Dr. Takeshi Inoue and Mrs Yoshie Shimane for their continued cooperation, inputs and guidance during the course of my study. It would not have been possible for me to complete my research without their support. I am also indebted to many other researchers at IDE, particularly South Asia Study Group, for their cheerful help and interaction during my entire stay. The IDE staff at the International Exchange and Training Division have not only helped me make my stay in Japan comfortable but many a times come to my rescue dealing with day to day matters. I can never forget their help. Moreover, I would like to thank Sakaguchi-san, Tsuneishi-san, Kenji-san and Manda-san who were a great support and I really thank them for everything. The best part of my visit was my continued interaction with many of the researchers at IDE and I gained and enhanced my knowledge in many aspects.
    [Show full text]
  • Transportation Costs, Commodity and Agricultural Prices in Rural
    International Journal of Interdisciplinary and Multidisciplinary Studies (IJIMS), 2014, Vol 1, No 5, 108-113. 108 Available online at http://www.ijims.com ISSN: 2348 – 0343 Road Connectivity: Transportation Costs, Commodity and Agricultural prices in Rural Meghalaya Lyngdoh, Shailynti1 and Mawiong, Sainkupar2 1 Department of Economics, Saint Mary’s College, Shillong, Meghalaya, India 2 Department of Basic Sciences & Social Sciences, North Eastern Hill University, Shillong, Meghalaya, India * Corresponding Author: Lyngdoh, Shailynti Abstract Road connectivity is the backbone of the economy of any nation. India being a developed country faces many challenges in the field of Economic and Social development. Improvement of living standards of the rural populace can be achieved by having well connected networks of roads to various nooks and corners of all existing villages. In this paper we will show that nonexistence of good and well maintained road has detrimental effects on the economy of the rural areas of some of the districts in Meghalaya. We will stress our study more on the effect on Transportation cost and Agricultural Prices which are the two main components of the rural economy which are directly affected by nonexistence of Road. Keywords: Road Connectivity, Infrastructure, Dispersion, Transportation cost Introduction India’s economy is predominantly rural in character. This is evident from the fact that in 2001, nearly 72 percent of its population lived in its nearly 6.38 Lakh villages and about 52 percent of its workforce was engaged in agriculture and allied activities in rural areas28.Mahatma Gandhi, the father of our nation, declared in the beginning of the twentieth century that the soul of India lives in its Village15.
    [Show full text]
  • Transport and Communication System
    Paper 603 Unit 1: North-East India Transport and Communication System Transport and communication is an important element of infrastructure, based on which the progress of a region may take place. Till date, the North- Eastern region presents a dismal picture in terms of transportation networks. It has the lowest road and railway density in the country. Inadequate road and rail links have left many areas inaccessible and their great potential in forest products, cash corps, hydropower, animal husbandry and tourism remain unexploited. There are some physical and socio-economic causes for the backwardness of transport and communication in the region. 1) Two-third of the region is under hills, mountain and plateaus, where laying of roads and railways is a very expensive and difficult proposition. 2) North-East India is linked with the mainland of India through a narrow corridor on the west and this has caused difficulties in the expansion of transport network. 3) As the region experiences heavy rainfall for more than 6 months of a year, the roads and railways suffer from surface and gully erosion. Therefore, to be constantly repaired and maintained in serviceable condition of the roads and railway lines, needing a huge expenditure. 4) The region, especially its plains, annually experiences devastating floods which often breach and damage roads and railway lines. 5) Due to numerous turbulent rivers and hill streams in the region , the roads and railway lines need to be frequently bridged and many culverts, retention walls, spurs, etc. have to be constructed needing labour and huge expenditure. 6) Apart from tea and oil industries, there is practically no large industry in the region.
    [Show full text]
  • The Crisis of Public Transport in India
    The Crisis of Public Transport in India The Crisis of Public Transport in India: Overwhelming Needs but Limited Resources John Pucher and Nisha Korattyswaroopam, Rutgers University Neenu Ittyerah, Indian Railways, Chennai, India Abstract The rapid growth of India’s urban population has put enormous strains on all trans- port systems. Burgeoning travel demand far exceeds the limited supply of transport infrastructure and services. Public transport, in particular, has been completely over- whelmed. Most bus and train services are overcrowded, undependable, slow, incon- venient, uncoordinated, and dangerous. Moreover, the public ownership and opera- tion of most public transport services has greatly reduced productivity and inflated costs. India’s cities desperately need improved and expanded public transport ser- vice. Unfortunately, meager government financial assistance and the complete lack of any supportive policies, such as traffic priority for buses, place public transport in an almost impossible situation. Introduction Public transport faces severe problems in almost all countries of the developing world, although the situation varies from one country to another, and even from one city to another (Vasconcellos 2001). Perhaps most important, the lack of fi- nancial resources prevents necessary investments in maintaining and upgrading 95 Journal of Public Transportation, Vol. 7, No. 3, 2004 existing bus and rail systems and building new ones. Likewise, many advanced tech- nologies long available in Western Europe are simply not affordable in most devel- oping countries. Public transport systems in the Third World are plagued by chronic corruption and inefficiency, overcrowded and undependable service, congested roadways that slow down buses, and an operating environment that is often cha- otic and completely uncoordinated.
    [Show full text]
  • Urban Transport Matters
    Mobile Metropolises: Urban Transport Matters An IEG Evaluation of the World Bank Group’s Support for Urban Transport © 2017 International Bank for Reconstruction This work is a product of the staff of The World RIGHTS AND PERMISSIONS and Development / The World Bank Bank with external contributions. The findings, The material in this work is subject to copyright. 1818 H Street NW interpretations, and conclusions expressed in Because The World Bank encourages Washington, DC 20433 this work do not necessarily reflect the views dissemination of its knowledge, this work Telephone: 202-473-1000 of The World Bank, its Board of Executive may be reproduced, in whole or in part, for Internet: www.worldbank.org Directors, or the governments they represent. noncommercial purposes as long as full attribution to this work is given. The World Bank does not guarantee the accuracy of the data included in this work. Any queries on rights and licenses, including The boundaries, colors, denominations, and subsidiary rights, should be addressed to other information shown on any map in this World Bank Publications, The World Bank work do not imply any judgment on the part Group, 1818 H Street NW, Washington, DC of The World Bank concerning the legal 20433, USA; fax: 202-522-2625; e-mail: status of any territory or the endorsement [email protected]. or acceptance of such boundaries. Mobile Metropolises: Urban Transport Matters An IEG Evaluation of the World Bank Group’s Support for Urban Transport Contents ABBREVIATIONS ................................................................................................................................
    [Show full text]
  • How Was India Changed by British Imperialism?
    IMPERIALISM Part 2: How was India changed by British Imperialism? Part 1 :How was India changed by British Imperialism? ​ Objective: Understand how the people of India were impacted by political control ​ changing hands from the the British East India Company to the British Crown. __________________________________________________________________________________ Assessment Goals: ● Explain the political, economic, and social consequences of the British Imperialism (Learning Targets 6,7, &8). ​ ​ ​ Category Evidence (Provide at least two historical examples for each.) Political Causes (LT8) Social Causes (L7) Economic Causes (LT9) Notes Graphs: (Create something similar in your notes) ​ Describe what it was like in India after British Imperialism Government Culture: Art, architecture, Dress, Religion, etc. Economy/Trade/Geographic Advantages Day 1: Government: Political Changes in India- The British Raj ​ Video: https://www.youtube.com/watch?v=UBI8-eHkxgw- Begin at 2:50- 3:50 ​ ​ John Green: https://www.youtube.com/watch?v=alJaltUmrGo: Begin at 8:25- 10:30 ​ ​ ​ http://www.bbc.co.uk/history/british/modern/independence1947_01.shtml, 1858: Beginning of the Raj ​ http://www.newworldencyclopedia.org/entry/British_Raj In 1858, British Crown rule was established in India, ending a century of control by the East India Company. The life and death struggle that preceded this formalisation of British control lasted nearly two years, cost £36 million, and is variously referred to as the 'Great Rebellion', the 'Indian Mutiny' or the 'First War of Indian Independence'. 1 Inevitably, the consequences of this bloody rupture marked the nature of political, social and economic rule that the British established in its wake. It is important to note that the Raj (in Hindi meaning 'to rule' or 'kingdom') never encompassed the entire land mass of the sub-continent.
    [Show full text]
  • Urban Transport in India: Challenges and Recommendations
    Urban Transport in India Challenges and Recommendations IIHS RF Paper on Urban Transport Table of Contents 1. Introduction ....................................................................................................................... 6 2. Methodology and Scope of Work ....................................................................................... 7 3. Trends influencing urban mobility in India ....................................................................... 8 a) Rapid Urbanisation ......................................................................................................... 8 b) Rapid Motorisation ......................................................................................................... 9 c) Dwindling share of Non-motorised Transportation ..................................................... 10 4. Urban Transport Problems ............................................................................................... 11 a) Road congestion ............................................................................................................. 11 b) Parking problems .......................................................................................................... 12 c) Air pollution .................................................................................................................. 14 d) Deteriorating road safety .............................................................................................. 15 5. Challenges ........................................................................................................................
    [Show full text]
  • India Roadmap on Low Carbon and Sustainable Mobility
    India Roadmap on Low Carbon and Sustainable Mobility (Decarbonisation of Indian Transport Sector) Lead Knowledge Partners INDEX MESSAGE FROM THE MINISTER 5 FOREWORD 7 WORDS FROM SECRETARY GENERAL, CHAIR & PARTNERS 8 PREFACE 10 EXECUTIVE SUMMARY 11 COMPONENT 1: Urban Transformation For Healthier, Inclusive Lifestyles And Efficient, 18 Resilient, Prosperous Cities COMPONENT 2: Low-carbon energy supply strategy 32 COMPONENT 3: Improve Intermodal and mode-wise system Efficiencies 55 COMPONENT 4: Optimise supply chains to manage freight Transport emissions 61 COMPONENT 5: Avoid vehicle kilometres for commuting, shopping and accessing services 64 COMPONENT 6: Provide low-carbon solutions for the rural (non-urban) populations 71 COMPONENT 7: Accelerate action on adaptation in the transport sector 77 COMPONENT 8: Large scale deployment of economic instruments and leveraging Finance 85 CONCLUSION: Key messages, insights and summary of recommendations 94 ACRONYMS 105 REFERENCES 107 ACKNOWLEDGEMENTS 108 WORKING GROUP LEADS 109 WORKING GROUPS 110 SECRETARIAT 112 DISCLAIMER 113 ABOUT PARTNERS 114 CONTACT US 115 India Roadmap on Low Carbon and Sustainable Mobility MESSAGE FROM THE MINISTER Federation of Indian Chambers of Commerce and Industry | 5 India Roadmap on Low Carbon and Sustainable Mobility FOREWORD The India Roadmap levels, among many key recommendations. The on Low Carbon and eight components provide a comprehensive and Sustainable Mobility is a holistic outlook to solutions and an action agenda bottom-up stakeholder encompassing urban transformation, low carbon driven actionable vision energy supply, inter-modal and intra-modal with an operational efficiencies, reducing freight emissions, reducing focus for the Transport vehicle kilometres, making adaptation central to sector in the context of transport and urban planning, sustainable rural Sustainable Development mobility, and financial and economic instruments.
    [Show full text]
  • Urban Transport in India: Issues, Challenges, and the Way Forward
    CORE Metadata, citation and similar papers at core.ac.uk Provided by OpenstarTs European Transport \ Trasporti Europei (2012) Issue 52, Paper n° 5, ISSN 1825-3997 Urban Transport in India: Issues, Challenges, and the Way Forward Sanjay Kumar Singh 1 1 Associate Professor of Economics, Indian Institute of Management Lucknow, Lucknow – 226013, India. Abstract Cities and towns play a vital role in promoting economic growth and prosperity. Although less than one-third of India’s people live in cities and towns, these areas generate over two-third of the country’s income and account for 90% of government revenues. In the coming years, as India becomes more and more urbanized, urban areas will play a critical role in sustaining high rates of economic growth. But, economic growth momentum can be sustained if and only if cities function efficiently - that their resources are used to maximize the cities’ contribution to national income. City efficiency largely depends upon the effectiveness of its transport systems, that is, efficacy with which people and goods are moved throughout the city. Poor transport systems stifle economic growth and development, and the net effect may be a loss of competitiveness in both domestic as well as international markets. Although Indian cities have lower vehicle ownership rate, number of vehicles per capita, than their counterparts in developed countries, they suffer from worse congestion, delay, pollution, and accidents than cities in the industrialized world. This paper provides an overview of urban transport issues and challenges in India. Rather than covering every aspect of urban transportation, it primarily focuses on those areas that are important from policy point of view.
    [Show full text]
  • Institute of Urban Transport (India) New Delhi in Association with Mirabilis Advisory, an Economic Development Consultancy
    Preface The National Urban Transport Policy of the Government of India, 2006 (NUTP), lays strong emphasis on building capabilities at the state and city level to address problems associated with urban transport and also lays down the guidelines for developing sustainable urban transport systems. The Ministry of Urban Development, Government of India has taken two prominent steps to encourage cities to reform their city transport: Organizing an annual conference-cum-exhibition on 'Urban Mobility' at New Delhi every year (UMI) for dissemination of information and to facilitate exchange of ideas; According recognition to good urban transport initiatives by giving awards to selected good practice projects. The Ministry of Urban Development (MOUD), Government of India; the United Nations Centre for Regional Development (UNCRD); the United Nations Department of Economic and Social Affairs (UNDESA); the World Health Organization Regional Office for South-East Asia (WHO/SEARO); and the Ministry of the Environment (MOE) of the Government of Japan co-organized the conference cum exhibition on “Sustainable Mobility” from 3rd to 6th December 2011 at New Delhi, India. The conference included the 4th Annual Urban Mobility India (UMI) Conference 2011 and the 6th Regional Environmentally Sustainable Transport (EST) Forum in Asia. It was attended by approximately 700 participants, comprising high-level government representatives from twenty-one countries, namely, Afghanistan, Bangladesh, Bhutan, Cambodia, People's Republic of China, Indonesia, India,
    [Show full text]
  • Government of India Ministry of Road Transportation and Highways National Highways and Infrastructure Development Corporation
    GOVERNMENT OF INDIA MINISTRY OF ROAD TRANSPORTATION AND HIGHWAYS NATIONAL HIGHWAYS AND INFRASTRUCTURE DEVELOPMENT CORPORATION GOVERNMENT OF INDIA PREPARATORY STUDY FOR NORTH EAST CONNECTIVITY IMPROVEMENT PROJECT IN INDIA WIDENING AND IMPROVEMENT OF NH51 (TURA-DALU) DRAFT RESETTLEMENT ACTION PLAN AUGUST 2015 JAPAN INTERNATIONAL COOPERATION AGENCY (JICA) NIPPON KOEI CO.,LTD. NIPPON KOEI INDIA PVD. LTD. TABLE OF CONTENTS EXECUTIVE SUMMARY…………………………………………………………………………………………………... iv ABBREVIATIONS…………………………………………………………………………………………………………….. v Chapter 1 INTRODUCTION .......................................................................................................... 1 1.1 Background ......................................................................................................................... 1 1.2 Project Location .................................................................................................................. 1 1.3 Requirement and Objective of RAP Report .......................................................................... 2 1.4 Issues Related to Indigenous People .................................................................................... 3 Chapter 2 DESCRIPTION OF PROJECT......................................................................................... 4 2.1 Preparatory Study For North East Connectivity Improvement Project in India .................... 4 2.2 Widening and Improvement of NH51 (Tura-Dalu)................................................................ 4 Chapter 3 POLICY AND
    [Show full text]
  • Benefits of Cycling in India
    Benefits of Cycling in India The Energy and Resources Institute Benefits of Cycling in India An Economic, Environmental, and Social Assessment Supported by ALL INDIA CYCLE MANUFACTURERS’ ASSOCIATION i Benefits of Cycling in India © The Energy and Resources Institute, 2018 T E R I. 2018 Benefits of Cycling in India: An Economic, Environmental, and Social Assessment New Delhi: The Energy and Resources Institute. 48pp. (Project Report No. 2017UD04) Megha Kumar T E R I Tel. 46444500 or 24339606-08 Darbari Seth Block E-mail [email protected] IHC Complex, Lodhi Road Fax 24339609 New Delhi – 110 003 Web www.teriin.org India India +91 • Delhi (0)11 ii Benefits of Cycling in India Project Team iv Acknowledgements v Foreword vii Motivation behind the Study viii Executive Summary ix 1. Passenger Transport in India 1 2. Review of Internationally Adopted Methodologies 5 3. Analysis of Work Trips in India 9 4. Estimation of Direct Benefits 13 5. Estimation of Indirect Benefits 25 6. Potential Benefits of Increased Cycling: Policy Implications 29 References 32 Annex: What Is Sustainable Transportation? 34 iii Benefits of Cycling in India S Sundar, Distinguished Fellow Shri Prakash, Distinguished Fellow Akshima T Ghate Aakansha Jain, Research Associate Shikha Bali, Research Associate Sumit Sharma, Fellow Anju Goel, Associate Fellow Sonia Khanduri Shikha Dimri, Editor Raman K Jha, Graphic Designer Vijay Nipane, Senior Illustrator Aman Sachdeva, Production Manager iv Benefits of Cycling in India The Energy and Resources Institute (TERI) would like to express its deep gratitude to Pankaj Munjal, former President, and Girish Kapur, President, All India Cycle Manufacturers’ Association (AICMA), for supporting this study.
    [Show full text]